Omni-directional crash sensor

ABSTRACT

A stress wave sensor comprising a piezoelectric film and means therein for connection to sensor electronics. The piezoelectric film preferably comprises polyvinylidene fluoride. Also a stress wave sensor system and methods employing one or more such stress wave sensors, preferably attached to a vehicle transparent component, most preferably to the vehicle windshield.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a Continuation-In-Part of copending PCT applicationentitled, “OMNI-DIRECTIONAL CRASH SENSOR,” having Ser. No.PCT/US03/01603, filed Jan. 16, 2003, which is entirely incorporatedherein by reference.

TECHNICAL FIELD

The present invention relates to impact detection, particularly to crashdetection for motor vehicles.

BACKGROUND OF THE INVENTION

Patent Cooperation Treaty (“PCT”) Application No. US00/04765 and the artdiscussed therein relate to detecting forces applied to transparencyproducts such as automotive glass. PCT US00/04765 discloses varioussensors, including capacitive sensors, embedded in or adhered to glassproducts, which are sensitive to physical forces applied to the glassproduct. In a vehicle crash sensing and occupant protection system,multiple sensors are used to determine the origin of the impact andother useful characteristics of the crash, to optimize the occupantrestraining devices.

It is known that most materials change shape or form when subjected tostress, and the change may be evidenced in the material by any ofseveral mechanisms. One such mechanism is an acoustic wave (“AW”) inwhich acoustic energy propagates through the material without affectingthe integrity.

PCT US00/04765 discloses use of capacitive sensors, or other sensorssuch as strain gauges, embedded in laminated glass or adhered to glass,for the purpose of detecting vehicle crash characteristics. The presentinvention provides greatly improved sensors used for the cited purposes,means for determining parameters of the vehicle crash, application ofthe sensors on other vehicle structural components, and use of data fromthe spatially-distributed sensors to determine characteristics offrontal, side, rear, and other impacts as well as vehicle rolloverconditions.

SUMMARY OF THE INVENTION

The present invention is of a stress wave sensor comprising apiezoelectric film and means therein for connection to sensorelectronics. In the preferred embodiment, the piezoelectric filmcomprises polyvinylidene fluoride.

The invention is also of a stress wave sensor system comprising one ormore stress wave sensors according to the preceding paragraph whereinone or more of the sensors are attached to a vehicle transparentcomponent, preferably to the vehicle windshield.

The invention is further of an impact detection system comprising aplurality of stress wave sensors each comprising a piezoelectric film,the system optionally comprising one or more accelerometers, whereineach stress wave sensor is attached to a vehicle skin, structural, ortransparent component, and preferably to a transparent component. In thepreferred embodiment, each stress wave sensor comprises polyvinylidenefluoride.

The invention is additionally of a method of characterizing a vehiclecrash condition by reference to output from a plurality of sensors eachcomprising a piezoelectric film, comprising: collecting output from theplurality of sensors and analyzing the following: one or both amplitudeand rise time of each sensor's output; each sensor's output in aplurality of frequency bands, preferably from at least bands atapproximately 1 kHz-2.5 kHz and 5 kHz-20 kHz; and time differentiatedoutputs' of the sensors. In the preferred embodiment, the piezoelectricfilm comprises 30 polyvinylidene fluoride, and optionally, the pluralityof sensors are attached to a vehicle transparent component. Theanalyzing step can comprise estimating either or both of a vehicle crashorigin point and a crash severity.

The present invention is yet further of a method of filtering crashevents from non-crash events by comparing a response of one or morepiezoelectric film sensors located on a transparent portion of a vehicleto a response of one or more piezoelectric film sensors not located on atransparency portion, optionally employing the steps of the precedingparagraph.

The present invention is additionally of a vehicle windshield comprisinga crash sensing 10 system comprising one or more piezoelectric stresswave sensors positioned in or on the vehicle windshield.

Objects, advantages and novel features, and further scope ofapplicability of the present invention will be set forth in part in thedetailed description to follow, taken in conjunction with theaccompanying drawings, and in part will become apparent to those skilledin the art upon examination of the following, or may be learned bypractice of the invention. The objects and advantages of the inventionmay be realized and attained by means of the instrumentalities andcombinations particularly pointed out in the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated into and form a partof the specification, illustrate one or more embodiments of the presentinvention and, together with the description, serve to explain theprinciples of the invention. The drawings are only for the purpose ofillustrating one or more preferred embodiments of the invention and arenot to be construed as limiting the invention. In the drawings:

FIG. 1 is a diagram of use according to the invention of three PVDFsensors in triangular configuration on the windshield of a motorvehicle;

FIG. 2( a) is an example graph of sensor outputs for a crash of typec-3;

FIG. 2( b) illustrates sample crash points and their corresponding crashtype according to a classification of the invention;

FIGS. 3( a) and (b) are graphs showing sensor output for high severitycrashes and lower severity crashes;

FIG. 4( a) illustrates a rear-impact crash in which the rear car has asubstantially lower bumper height;

FIG. 4( b) is a graph of sensor outputs for a crash of the type of FIG.4( a);

FIG. 5 illustrates two possible impact points for a crash of type d;

FIG. 6( a) illustrates preferred mounting of PVDF sensors and electronicconnection away from the windshield;

FIG. 6( b) illustrates sensor mounting as particularly useful forreplacement windshields;

FIGS. 7( a)-(c) illustrate three possible tabbings of PVDF useful in theinvention;

FIG. 8( a) illustrates a preferred embodiment of the invention thatincludes selective sputtering;

FIG. 8( b) illustrates the embodiment described in FIG. 8( a) connectedto sensor electronics.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention relates to sensors, systems, and methods forimpact detection, particularly for motor vehicle crash detection. In oneembodiment, the piezoelectric effects due to vehicle crash stressespropagated from the point of impact are detected by one or morepolyvinylidene fluoride (“PVDF”) sensors adhered to glass, preferablythe motor vehicle windscreen.

PVDF sensors are piezoelectric sensors uniquely suited for themeasurement of induced stresses ranging from bars to hundreds ofkilo-bars. They are thin (less than 25 um), unobtrusive, self-powered,adaptable to complex contours, and available in a variety ofconfigurations. PVDF thin-film piezoelectric polymer transducers may beemployed over a wide range of stresses. PVDF gauges can measuretransient pressures from Kpa to 40 Gpa. General information on PVDFsensors may be found at www.ktech.com/pvdf.htm.

Because the speed of sound in solid materials is much greater than thespeed of sound in air, the acoustic waves generated by a crash arrive atthe edge of the glass in a few microseconds after impact. Although thebonding material, which adheres the windshield to the vehicle, acts todampen the waves, the energy content is sufficient to cross this barrierand propagate into the glass. Thus, PVDF sensors readily detect thespike from a crash event.

PCT US00/04765 proposed that multiple sets of electrodes, such as a setin each corner of the windshield, can discriminate a crash into abarrier versus a crash in which the oncoming vehicle is partially offsetversus a crash into a tree or pole (see FIG. 6 in PCT US00/04765), Thepresent invention provides for detecting any crash event from anydirection. Accordingly, spatially separated PVDF sensors on thewindshield are able to determine that a side impact or rear-endcollision has occurred by operation of the geometric calculations shownbelow and depicted in FIGS. 2( a) and 2(b).

In one embodiment of the present invention, PVDF material is adhered tothe glass and connected to amplifier electronics which amplifies andfilters the signal generated by the PVDF material, as stress propagatesinto and across the windshield. The stress may be comprised of normalvibrations induced by road conditions, engine vibration, wind noise,etc. or may be comprised of much higher stress levels induced by a crashevent in which exterior trim as well as structural elements of thevehicle undergo deformation and destruction. The latter stress isdetected as a “spike” due to the much greater amount of energy releasedfrom the crash compared to the background stress levels from normalvehicle operation.

Multiple sets of PVDF materials adhered to several locations on thewindshield provide the capability to differentiate the time between thespikes caused by the crash event. This “time of flight” of the stresspropagation across the windshield can be used to reconstruct thegeometric origin of the stress (crash origin). For example, assume threesensors 1, 2, 3 arranged uniformly on the windshield 12 as depicted inFIG. 1, such that:

Distance from lower left sensor to lower right sensor=150 cm.;

Distance from lower right sensor to upper center sensor=150 cm; and

Distance from upper center sensor to lower right sensor=150 cm.

Assuming that the time of arrival of the stress wave to a point at theedge of the glass is uniformly a function of distance from the point ofimpact to that point, and assuming that the speed of the stress waveacross the glass is uniform, then geometric relationships govern thetime of arrival of the stress wave at each sensor as well as theinter-sensor times of arrival, from which the origin point of the crashcan be reconstructed.

Given the 3-sensor configuration 10 shown in FIG. 1, time-of-arrival ateach sensor 1, 2, 3 of the stress wave generated by a crash event, asdepicted in FIGS. 2( a) and 2(b), falls within any of 13 possiblecombinations:

Group A: the time of arrival at each sensor is different:

a-1 Sensor 1, then sensor 2, then sensor 3

a-2 Sensor 2, then sensor 1, then sensor 3

a-3 Sensor 3, then sensor 2, then sensor 1

a-4 Sensor 1, then sensor 3, then sensor 2

a-5 Sensor 2, then sensor 3, then sensor 1

a-6 Sensor 3, then sensor 1, then sensor 2

Group B: the time of arrival at any two sensors are equal and precedethe time of arrival at the 3rd sensor:

b-1 Sensor 1 and sensor 2, then sensor 3

b-2 Sensor 2 and sensor 3, then sensor 1

b-3 Sensor 1 and sensor 3, then sensor 2

Group C: the time of arrival at one sensor precedes the time of arrivalat the other two sensors which are equal:

c-1 Sensor 1, then sensor 2 and sensor 3

c-2 Sensor 2, then sensor 1 and sensor 3

c-3 Sensor 3, then sensor 2 and sensor 1

Group D: the time of arrival at all three sensors is equal:

d-1 Sensor 1 equals sensor 2 equals sensor 3

Within Group A, the arrival times of the three sensors can be used tocalculate the effective focal point of the crash with respect to vehicle14, as depicted in FIGS. 2( a) and 2(b). Groups B and Group C would usesimilar calculations. Any ambiguity resulting from the simultaneoustimes of arrival on two of the three sensors could be resolved using theinformation from the third sensor.

In Group D, the impact focal point (simultaneous arrival times on all 3sensors) must be either at the center of the triangle formed by thethree sensors (i.e., on the windshield itself) or at a point at the apexof a pyramid whose axis is normal to the windshield. The only vehicle 20peripheral point that coincides with this apex is under the center 24 ofthe vehicle, as shown in FIG. 5. This point is not a likely crash eventfocal point and is characterized as an impact to the centermost point 22of the windshield, equidistant from the 3 sensors.

Crash severity is defined as the change in acceleration over time. Amore severe crash such as impacting a solid wall at 30 mph requires arestraint system to deploy much more rapidly than a less severe crashsuch as the same type of impact at 10 mph.

In addition to arrival times, more information is available in theacoustic waves detected by the three sensors. Crash severity can befurther characterized by reference to the amplitudes and rise times ofthe acoustic waves detected by the three sensors. Sample plots ofdifferent amplitudes and rise times are depicted in FIG. 3. A moresevere crash is characterized by greater amplitudes and faster risetimes. From this it is possible to differentiate the amplitudes/risetimes at each sensor and gain even more information about the crash.

For example, FIGS. 4( a) and 4(b) depict a vehicle-to-vehicle crash inwhich the “bullet” vehicle 18 under-rides the “target” vehicle 18. Thisis a common type of rear-end crash involving a smaller vehicle(passenger car) hitting a larger vehicle (SUV or truck). The rear bumperheight of the larger vehicle is not matched to the front bumper heightof the passenger car and thus the front of the smaller vehicle goesunderneath the back of the larger vehicle.

First, the crash focal point analysis would characterize this as afull-frontal impact because the stress wave arrival time at sensors 2and 3 would be virtually identical, followed by arrival time at sensor 1(FIG. 4( b)).

Additionally, the amplitude and rise time of the signals at sensors 2and 3 would be smaller than the value obtained if the same car hit asolid wall. This is attributable to the reduced energy in the under ridecrash vs. the solid wall crash. Sensor 1 signals likewise will exhibit areduced amplitude and rise time.

It Is feasible to detect and characterize a variety of roll-over crashconditions. Assume a vehicle skids and hits a curb simultaneously withleft-side front and back tires, which causes the vehicle to “trip” ontoits left side. Under the current invention, pre-impact signals from thearray of sensors would demonstrate normal road and vehicle acousticlevels, followed by the front and rear tire impacts causing spikes whoseorigin is calculated at the lower edge of the vehicle left side (tires),followed by numerous spikes generated as the left side of the vehicleslides along the roadway or median. The sensed acoustic waves may alsocontain signals generated by the deflection of the glass itself as thevehicle undergoes torsional strain during the rollover.

A second example could be a similar but higher-speed rollover, in whichthe vehicle trips then becomes airborne before landing either on itsside, roof, or some combined surface impact. While airborne, the spikespresumably would diminish or disappear entirely until the vehiclelanded. Of course, at some point in this type of catastrophic crash thewindshield likely would fracture, reducing the accuracy of the crashanalysis algorithms.

One skilled in the art can appreciate that large numbers of differentcrash events can be characterized by reference to the time of arrival,amplitude, and rise time of signals detected by the sensors of thepresent invention.

The invention is applicable to equivalent constructions, methodologies,and applications, including the following:

1. Use of sensing materials other than PVDF;

2. Application of the sensor to one or more vehicle parts or componentsother than glass;

3. Application of the sensing system to detect non-crash events orevents occurring outside of a vehicle environment;

4. Use of any number of sensors in or on the glass;

5. Use of sensors in or on glass and on other non-glass vehicle parts;

6. Use of other mathematical and/or geometric formulae to characterizethe crash origin and/or crash severity; and

7. Application of the sensing system to detect rain for the purpose ofautomatically controlling the wiper system.

The present invention is additionally of various constructions of thePVDF sensor, methods for filtering incidental events such as a rockhitting the windshield versus a crash event, means of periodicallymonitoring the functionality of the PVDF sensors, a method for crashanalysis, and a sensing system comprised of one or more PVDF sensors anda centrally-located accelerometer.

The PVDF sensing film is preferably applied (e.g., by bonding agent ortape 39) to the inner windshield surface 26. FIGS. 6( a) and 6(b) showvarious designs to connect the sensing film to amplifier and filteringelectronics and to the central airbag controller or to a dedicatedmicroprocessor 46 for analysis of the signals.

FIG. 6( a) shows a design in which the sensor amplifier electronics 32is permanently attached to the vehicle, for example on the “A” pillar 36adjacent the front windshield and adhered thereto (such as by glassmounting adhesive 38 (e.g., urethane)). Wires 31 and/or othercommunication means (e.g., connector 30) connect these electronics tothe sensor film 28 and convey signals 10 generated within the PVDF film,due to the propagation of surface acoustic waves across the glass.Power/data/ground wires 34 connect the electronics to external devices.This design reduces cost of installation of a replacement windshield, asthe sensor electronics is contained within the vehicle and will notrequire replacement.

FIG. 6( b) shows a design in which the electronics is contained within amolded structure 40 that is filled with a potting compound. The PVDFfilm 28 is on the bottom of the molded structure, adjacent to the glassor other vehicle component to which the sensor is adhered. Theelectronics 42 is contained within the molded structure and issurrounded by a potting compound for protection. A suitable connector 44is molded-in to the structure or “pigtail” conductors extend to aconnector, which allows communication of signals from the sensorelectronics to a microprocessor 46 or other signal analysis device. Adouble-sided adhesive bonding material 39 may be applied to the PVDF toallow simple application of the assembly to the glass, or optionally anadhesive material such as epoxy may be used to attach the PVDF film tothe vehicle glass or other component.

As seen in FIG. 7, the PVDF film 28 may have a tab 50 formed within(FIG. 7( a)) or on one edge (FIG. 7( c)). The tab is preferably foldedsuch that it is normal to the plane of the PVDF film, oriented into themolded structure. The tab provides for a connection point between thePVDF film and the sensor electronics. The connection may utilize lowtemperature solder to connect wires to the tab, or may utilize acrimping connector. If the tab is formed within the PVDF, when foldednormal to the plane of the PVDF, the tab may penetrate through a slot 52formed in the sensor electronics circuit board 42 (see FIG. 7( b)),thereby allowing a simple means of connecting the PVDF film to thesensor electronics.

FIGS. 8( a) and (b) describe the sensor 80 with a “pollywog” PVDF shape.The pollywog shaped sensor 80 includes tabs 86 to allow crimp-thruconnections to the sensor electronics. The tabs 86 are sputtered withconductive material 82 on oppositie sides of the sensor 80 to allowcrimp-thru connection that avoid a grounding contact of the activesensor side. Also, on one side of the sensor 80, an edge 84 is masked toallow the die-cutting process to not push sputtered conductive materialonto the edge 84, causing inadvertant contact between a ground side andthe active sensor side.

There is selective poling of the PVDF film 28 to maintain consistency inthe active sensor side area. The sensor 80 is attachable to sensorelectronics via slots 88 in the tabs 86 (FIG. 8( b)). The circuit board42 includes flexible material to enhance conforming to curved surfaceslike the windshield or other vehicle components.

In the design of FIG. 6( b), a replacement windshield (not shown) willhave the molded structure containing the PVDF film, sensor electronics,and molded-in connector or “pigtail” wires pre-positioned on the glass.One or more such molded structures containing the PVDF film,electronics, and connector may be pre-positioned on the glass.Installation of the replacement glass is simplified as the technicianmerely re-connects the new sensor(s) which are pre-installed on theglass, to the crash sensing and occupant restraint system provided inthe vehicle.

A system of PVDF sensors may include a PVDF reference sensor mounted ona centrally located chassis member (not shown). The reference willdiscriminate a rock hitting the windshield, as shock waves willpredominately effect the glass-mounted PVDF sensors and have very littleeffect on the reference PVDF sensor.

A method of monitoring the functionality of a PVDF sensor preferablyincludes a means of communicating a signal to the PVDF film anddetecting a response. If the response falls within an expected set ofvalues, logic circuit or software indicates the PVDF film is functional,otherwise the logic circuit indicates a non-functional condition and atelltale light or other notification is provided to the vehicleoperator. The signal may be communicated electronically or mechanicallyby providing a very small but known force to the glass. Alternatively,the vibration induced by operation of the vehicle engine, or by movementof the vehicle, may be detected by the sensors to indicate theirfunctionality.

A crash sensing system preferably incorporates one or more PVDF sensors,preferably mounted on a vehicle transparency product such as thewindshield, and a vehicle accelerometer. In many crash events thevehicle change in velocity cumulates over many tens of milliseconds dueto the energy absorption by deformable vehicle structures adjacent tothe point of impact. Yet, the occupant restraint devices may need to betriggered before the change in velocity is fully characterized by thecentrally-located accelerometer. Crash energy data detected by the PVDFsensor(s) can be analyzed in the initial few milliseconds and combinedwith analysis of the accelerometer data, to provide improved crashrecognition and crash severity analysis, thereby allowing more timelytriggering and selection of the most appropriate occupant restraints.

An example of the current art of using a vehicle accelerometer for crashdetection, analysis, and safety restraint system deployment, is seen inU.S. Pat. No. 6,272,412, to Wu et al (“Wu”). Unlike the presentinvention, Wu employs an accelerometer located in the midsection of thevehicle to detect various acceleration-generated waveforms. Thewaveforms are filtered to separate those under 100 Hz from those above100 Hz. (Though Wu proposes that the above-100 Hz band have elastic waveproperties whereas the under-100 Hz band have inelastic band properties,FIG. 4 of Wu depicts a waveform for an 8 mph impact with the higherfrequency waveform arriving at the sensor at around 34 ms. Assuming thedistance from front bumper impact point to the centrally locatedaccelerometer is 8 feet, this corresponds to a transmission velocity of235 ft/sec., considerably slower than the speed of sound in air (1,100ft/sec.). It is well known that elastic waves propagate at a velocity ofover 5,000 m/s in solids. See U.S. Pat. No. 4,346,914, to Livers et al.,and No. 4,842,301, to Feldmaier.

Wu then analyzes the higher band for waveform arrival time and waveshape which characteristics are then used to determine crash mode andcrash location. The lower band is integrated to provide change invelocity to then assess crash severity. The crash mode and locationanalysis is used to adjust the severity threshold to trigger deploymentof the restraints.

Because PVDF sensors possess very high bandwidth, they record vibrationsor acoustic waves at frequencies not possible with accelerometers. Thiswide bandwidth contains information about many more modes of vibrationthat the windshield exhibits during crash and non-crash events. Thesemodes may be excited differently depending on the crash severity,direction, or other non-crash event, such as a rock hitting thewindshield. A variety of signal processing techniques may be used toseparate the vibrational mode signals from the composite signal,including the frequency spectrum method preferred here. Once the modesignals are separated, characteristics and differences between modesignals will allow determination of event conditions. These techniquesinclude time delay measurements, correlations, and interpeak delays.

The present invention differs from Wu in at least the followingrespects: 1) the sensor is a piezoelectric film which is responsive towave transmission by means of transient molecular changes in the film,rather than the accelerometer's responsiveness to positional change of asuspended mass; 2) the sensor is located on the vehicle windshieldrather than on a structural member of the vehicle; 3) the modes ofvibration detected by the piezoelectric film are separated according tomode of vibration, namely transverse vs. longitudinal, rather than anarbitrary lower frequency threshold; and 4) the analysis compares thewaves according to the different modes of vibration, namely transversevs. longitudinal, rather than Wu's method of characterizing theabove-100 Hz waveforms by arrival time and wave shape, and integratingthe under-100 Hz waveform to derive change in velocity.

The invention preferably employs a method for crash detection anddiscrimination which utilizes several frequency bands detected by thePVDF sensor. PVDF sensors attached to a vehicle windshield detect crashfrequencies in the 1 kHz-2.5 kHz band (LF) and in the 5 kHz-20 kHz band(HF). The LF bands are similar for all sensors located on thewindshield, whereas the HF bands will shift according to sensor locationand sensor proximity to the crash origin. Other lower or higher 20frequencies are generated by the crash and could provide additionalinformation, however the cited frequencies are convenient to detect andanalyze within the limited time available between the crash event andthe required time-to-fire of the restraint systems. In one method, byreference to the sequence and relative timing of the initial peaks ofthe LF and HF bands, as well as to the relative amplitudes, it ispossible to characterize the crash origin and crash severity, and todiscriminate whether the impact is to a vehicle structure or surfacecomponent, or to the windshield glass.

This invention is comprised of equivalent constructions, methodologies,and processes, including but not limited to:

-   -   Use of piezoelectric material other than PVDF, such as        co-polymers as described in the Technical Manual of Measurement        Specialties, Inc. which can be reviewed at www.msiusa.com;    -   Use of LF and HF frequency bands other than described herein;    -   Use of one, two, or more than two frequency bands;    -   Employing PVDF or equivalent piezoelectric film laminated into        the windshield rather than applied to the inner surface;    -   Attaching the PVDF or equivalent piezoelectric film to the        circuit board by other means than described herein; and    -   Employing methods of waveform analysis other than frequency        spectrum analysis, to such as wavelets or other methods.

Although the invention has been described in detail with particularreference to these preferred embodiments, other embodiments can achievethe same results. Variations and modifications of the present inventionwill be obvious to those skilled in the art and it is intended to coverin the appended claims all such modifications and equivalents. Theentire disclosures of all references, applications, patents, andpublications cited above are hereby incorporated by reference.

1. A motor vehicle component comprising a plurality of discrete crashstress wave sensors, wherein each of the sensors is attached to one ormore motor vehicle structures, and wherein each of the sensors measuresthe amplitude, rise time, and frequency of at least one acoustic wavepropagating through the one or more motor vehicle structures after acrash.
 2. The motor vehicle component of claim 1, wherein an output ofat least one of the plurality of sensors is analyzed to determine thelocation and magnitude of an impact to the one or more motor vehiclestructures.
 3. The motor vehicle component of claim 1, furthercomprising a sensor element associated with each of the plurality ofsensors, wherein the sensing element comprises at least onepiezoelectric sensor.
 4. The motor vehicle component according to claim3, wherein the at least one piezoelectric sensor comprises a film madeof polyvinylidene fluoride.
 5. The motor vehicle component according toclaim 1, wherein the plurality of sensors comprises at least threesensors attached to the one or more motor vehicle structures, whereinthe distance between the three sensors is about equal.
 6. The motorvehicle component according of claim 4, wherein the piezoelectric filmis substantially pollywog shaped, and includes one or more tabs.
 7. Themotor vehicle component according of claim 6, wherein the tabs aresputtered on opposite sides with conductive material.
 8. The motorvehicle component according of claim 6, wherein on one side, an outeredge of the sensor is masked.
 9. The motor vehicle component accordingof claim 6, wherein the one or more tabs include at least one slot forcrimping the tabs to sensor electronics.
 10. The motor vehicle componentaccording of claim 6, wherein the one or more tabs includes flexiblecircuit board material.
 11. A motor vehicle component comprising: aplurality of discrete crash stress wave sensors attached to a motorvehicle structure for measuring the amplitude, rise time, and frequencyof acoustic waves propagating through the motor vehicle structure aftera crash, each of the sensors comprising a piezoelectric film sensorelement having one or more tabs for electrically connecting the filmsensor element to a flexible circuit board.